Abstract: In a power supply apparatus for a vehicle, an inverter circuit inputs a voltage from a first battery unit through switches. A smoothing condenser is provided between the first battery unit and the inverter circuit in parallel. A DC-DC converter is provided between the smoothing condenser and a second battery unit to voltage-convert electric energy stored in the first battery unit or the smoothing condenser to supply to the second battery unit, and to voltage-convert electric energy stored in the second battery unit to supply to the smoothing condenser. An electronic control unit controls the DC-DC converter before starting power supply to the inverter circuit, such that the switches are closed after the smoothing condenser is charged to a voltage within a predetermined permission voltage range from the voltage of the first battery unit.

Abstract: In an inverter apparatus in which a three-phase inverter main circuit having a plurality of arms comprises a plurality of semiconductor chips for electric power, one arm of the three-phase inverter main circuit includes IGBTs and diodes of semiconductor chips having a size of 10 mm by 10 mm or less with the semiconductor chips connected in parallel, while the IGBTs and the diodes are bonded to a conductor having a thickness of 1.5 mm or more and 5 mm or less, and the conductor is glued to a cooler through an insulating resin sheet containing ceramics.

Abstract: In an inverter apparatus in which a three-phase inverter main circuit having a plurality of arms comprises a plurality of semiconductor chips for electric power, one arm of the three-phase inverter main circuit includes IGBTs and diodes of semiconductor chips having a size of 10 mm by 10 mm or less with the semiconductor chips connected in parallel, while the IGBTs and the diodes are bonded to a conductor having a thickness of 1.5 mm or more and 5 mm or less, and the conductor is glued to a cooler through an insulating resin sheet containing ceramics.

Abstract: In a power supply apparatus for a vehicle, an inverter circuit inputs a voltage from a first battery unit through switches. A smoothing condenser is provided between the first battery unit and the inverter circuit in parallel. A DC-DC converter is provided between the smoothing condenser and a second battery unit to voltage-convert electric energy stored in the first battery unit or the smoothing condenser to supply to the second battery unit, and to voltage-convert electric energy stored in the second battery unit to supply to the smoothing condenser. An electronic control unit controls the DC-DC converter before starting power supply to the inverter circuit, such that the switches are closed after the smoothing condenser is charged to a voltage within a predetermined permission voltage range from the voltage of the first battery unit.

Abstract: A control apparatus for an electric vehicle is provided, which is capable of reducing the weight of the electric vehicle and preventing the inverter circuit from overheating. When the vehicle stops on an uphill due to stalling, the control unit 30 starts counting the time over which current is supplied through the same IGBT element. When the count value reaches a value corresponding to the time at which the IGBT 40 starts generating heat, the control unit 30 outputs a control signal to reduce the motor driving current to the IPM 20. The rotation sensor 60 detects the rotational position when the motor rotates in the reverse direction, while the reduction of the motor driving current reduces the driving power of the motor. Based on the detection of the rotational position, the control unit 30 performs switching of the phase of the IGBT 40, and when the normal current supply phase is connected, the motor driving current which drives the motor is increased.

Abstract: The present invention provides a control apparatus for an electric vehicle, capable of reducing the switching loss while restricting the surge voltage generated in the IGBT elements constituting a driving inverter of a motor for moving the electric vehicle to a predetermined voltage below an allowable surge withstand voltage. The control device of the electric vehicle comprises an IGBT temperature detecting device 11 for detecting the temperature of the IGBT elements, a gate resistance calculation device for detecting the resistance of the gate resistor so as to restrict the voltage including the surge voltage, which is applied to the elements, to a predetermined voltage below the allowable surge withstand voltage of the elements using an output command current, a battery voltage, and/or the detected temperature by the IGBT temperature detecting device 11 as parameters.

Abstract: A control apparatus for an electric vehicle is provided, which is capable of reducing the weight of the electric vehicle and preventing the inverter circuit from overheating. When the vehicle stops on an uphill due to stalling, the control unit 30 starts counting the time over which current is supplied through the same IGBT element. When the count value reaches a value corresponding to the time at which the IGBT 40 starts generating heat, the control unit 30 outputs a control signal to reduce the motor driving current to the IPM 20. The rotation sensor 60 detects the rotational position when the motor rotates in the reverse direction, while the reduction of the motor driving current reduces the driving power of the motor. Based on the detection of the rotational position, the control unit 30 performs switching of the phase of the IGBT 40, and when the normal current supply phase is connected, the motor driving current which drives the motor is increased.

Abstract: The present invention provides a control apparatus for an electric vehicle, capable of reducing the switching loss while restricting the surge voltage generated in the IGBT elements constituting a driving inverter of a motor for moving the electric vehicle to a predetermined voltage below an allowable surge withstand voltage. The control device of the electric vehicle comprises an IGBT temperature detecting device 11 for detecting the temperature of the IGBT elements, a gate resistance calculation device for detecting the resistance of the gate resistor so as to restrict the voltage including the surge voltage, which is applied to the elements, to a predetermined voltage below the allowable surge withstand voltage of the elements using an output command current, a battery voltage, and/or the detected temperature by the IGBT temperature detecting device 11 as parameters.

Abstract: The battery condition such as the voltage of individual batteries for constructing a battery set is intended to be measured by using a simple system. Further, it is also intended to save the electric power consumption. For this purpose, a battery condition-detecting unit is arranged closely with respect to each of the individual batteries for constructing the battery set. Information is transmitted by using an optical signal between the respective battery condition-detecting units and a single transmitting/receiving unit connected to a managing ECU. The battery condition-detecting unit is started up (woken up) on the basis of a request for the detection of the battery condition made by the managing ECU, and it detects the battery condition of the corresponding individual battery. When the detected battery condition is sent to the managing ECU by means of the serial communication with the optical signal, the battery condition-detecting unit is allowed to be in a start-up-waiting state (sleep state).

Abstract: An apparatus for displaying the charging of the battery of an electric vehicle has a charging connector mounted on an outer panel of a vehicle body of the electric vehicle, a lid openably mounted on the panel in covering relation to the charging connector and a cavity defined in the outer panel, and a display panel disposed in the cavity for displaying a period of time required until the battery is fully charged and/or a charged capacity of the battery. The driver of the electric vehicle can easily recognize the remaining time required until the battery is fully charged and a percentage of the fully charged capacity of the battery to which the battery is presently charged, from outside of the electric vehicle. The driver is not required to confirm the state of charge of the battery with an indicator on a battery charger or within the passenger's compartment of the electric vehicle, but can easily confirm the state of charge of the battery from outside of the electric vehicle.

Abstract: A control system in an electric vehicle includes a power driver control device for controlling a driving system including the electric motor, a management control device for controlling a power distributing system including the battery, a brake control device for controlling a braking system including the brake device. These control devices are disposed in a distributed arrangement in the vehicle body. A power train collective-control device administers the controlling of a transmission system; collectively controls and monitors the power driver control device, the management control device, and the brake control device, and also backs up any of these control devices which is out of order, i.e., has developed trouble. Thus, it is possible to provide improvements in processing speed and reliability of the control system in the electric vehicle.

Abstract: An engine starter and electric generator system transmits rotative power to a crankshaft to start an engine and generates electric power based on rotative power from the crankshaft after the engine has started. The engine starter and electric generator system includes a starter/generator operable selectively as a starter motor to produce the rotative power and a generator for generating the electric power, and an electric power supply device for supplying electric power to the starter motor. A power transmitting mechanism operatively interconnects the crankshaft and the starter/generator, for bidirectionally transmitting the rotative power between the crankshaft and the starter/generator. A transmission mechanism is disposed in the power transmitting mechanism, for changing the speed of rotation transmitted between the crankshaft and the starter/generator.

Abstract: A light, compact angle-of-rotation sensor is provided that is comprised of a magnetic ring bonded to a shaft by means of resin. The magnetic ring is provided around its periphery with a number of magnetized zones, with each such magnetized zone having a different number of magnetic poles, and magnetic interference between magnetized zones is prevented by leaving non-magnetized spaces between the magnetized zones. The prevention of magnetic interference can be further enhanced by the provision of non-magnetized portions between the magnetic poles of the magnetized zones.

Abstract: A light, compact angle-of-rotation sensor is comprised of a magnetic ring within which resin is used to fix the ring to the periphery of a shaft. Formed on the magnetic ring are insets into which the resin enters, providing a strong bond between the resin and the magnetic ring. In addition, a key inset into the shaft provides a strong bond between the resin and the shaft. Magnetized zones are formed on the outer surface of the magnetic ring, and magneto electric transducer means are arranged in the proximity of these zones to face said zones, and the angle of rotation is detected from the changes in magnetism that accompany the rotation.

Abstract: A method of manufacturing an angle-of-rotation sensor comprises fabricating a rotating member by providing a shaft coaxially inside a magnetic ring made of ferrite magnetic material or the like, and filling the space between shaft and ring with resin. As the resin is first provided on the outer surface of the magnetic ring, then in the interior, a balance is achieved between tensile stress from within the ring and compressive stress from the outside of the ring, and as a result the ring is not broken or cracked. Thus, with this method it is possible to make the angle-of-rotation sensor small and light.

Abstract: An ignition timing control system for an internal combustion engine comprises first signal generating means for generating a first signal at a crank angle position of the engine corresponding to each one of a plurality of cylinder groups; second signal generating means for generating a second signal at a crank angle position corresponding to a top-dead-center position of each cylinder, and distributing means for distributing ignition command signals to ignition devices provided for respective cylinder groups, in response to the first and second signals. Further, cylinder-discriminating means is provided for generating a third signal at a crank angle position corresponding to a particular one of the cylinders in response to the first and second signals.

Abstract: A distributor accommodates an angle-of-rotation sensor having a magnetic rotating member which is provided to detect the crank angles in an internal combustion engine. The air vent of the distributor is provided with a magnetic trap means that collects any ferrous particles and other such dust in air drawn into the distributor from the outside, preventing such particles adhering to the magnetic rotating member and producing otherwise detection output errors.